在来線沿線の建物群がある条件における騒音の予測

Section 1 Physical properties and laboratory measurements.- Shear waves in marine sediments-bridging the gap from theory to field applications (Opening paper).- Surface waves in poro-viscoelastic marine sediments.- An investigation of causality for Biot models by using Kramers-Kronig relations.- Soil properties for shear wave propagation (Invited).- The relevance of shear waves for structural subsurface investigations.- Experimental investigation of seismic surface waves in the seafloor.- Laboratory studies on pulsed leaky Rayleigh wave components in a water layer over a solid bottom.- Assessment of shear strength of the sea bottom from shear wave velocity measurements on box cores and in-situ.- Numerical modelling and laboratory experiments on underwater sound propagation over a shear supporting bottom.- A review of laboratory shear wave techniques and attenuation measurements with particular reference to the resonant column (Invited).- Relationship between acoustic and mechanical properties of two marine clays.- A laboratory method to investigate shear waves in a soft soil consolidating under self weight.- Laboratory measurements of acoustic properties of periplatform carbonate sediments.- Comparison of measured compressional and shear wave velocity values with predictions from Biot theory.- Wave velocities in sediments.- Shear wave attenuation in unconsolidated laboratory sediments.- Shear wave velocities of glacio-marine sediments: Barents Sea.- Rock acoustics: relevance of the porous viscoelastic model.- Influence of stress state and stress history on acoustic wave propagation in sedimentary rocks.- Section 2 Field experiments and interpretation.- A summary of DREA observations of interface waves at the seabed.- Observations of the relative contributions of waterborne and sediment paths to the received acoustic signal.- Shear-wave anisotropy in marine sediments around Britain from surface sources.- Refraction measurement of shear wave anisotropy in shallow marine sediments and implications for reflection processing.- Spatial variability in ground motion: effects of material heterogeneity in seafloor sediments.- Implications of deep-water seismometer array measurements for Scholte wave propagation.- Shear wave velocity structure from interface waves at two deep water sites in the Pacific ocean.- The effects of shear velocity structure on seafloor noise.- Concurrent observations of directional spectra of ocean surface waves and microseisms from an ocean subbottom seismometer (OSS) array.- Wave propagation in a borehole (Invited).- Application of shear wave measurements in boreholes.- Experience with the seismic cone penetrometer in offshore site Investigations.- Comparison of techniques for shear wave velocity and attenuation measurements.- Shear wave velocity gradients in near-surface marine sediment.- ISSAMS: an in situ sediment acoustic measurement system.- Small-scale in situ measurements of S-H velocity in surficial sedimentary deposits: localised textural and biological controls.- In situ measurements of shear-wave velocity in ocean sediments.- Seafloor shear wave velocity data acquisition: procedures and pitfalls.- Mapping of the sea bed via in situ shear wave (SH) velocities.- Observations of split shear-waves from young ocean crust.- Estimation of shear-wave speed in ocean-bottom sediments by comparing oblique-angle reflectivity measurements with normal incidence data.- SedimentQpfrom spectral ratios of converted shear reflections.- Constraints on shear velocities in deep-ocean sediments as determined from deep-tow multichannel seismic data.- Changes inPandSvelocities caused by subduction related sediment accretion off Washington/Oregon.- Compressional and shear wave velocities in the upper crust.- Sedimentary shear modulus and shear speed profiles from a gravity wave inversion.- Measurements of compressional wave and shear wave speeds, attenuation, permeability, and porosity in marine sediments.- Sea-bed shear moduli from measurements of tidally induced pore pressures.- Section 3 Modelling and inversion techniques.- Excess attenuation in low-frequency shallow-water acoustics: a shear wave effect? (Invited).- Sensitivity of bottom loss to attenuation and shear conversion.- The effect of shear wave attenuation on acoustic bottom loss resonance in marine sediments.- The influence of sediment rigidity on the plane-wave reflection coefficient.- Shear wave conversion due to subbottom facets.- A seismo-acoustic finite element model for underwater acoustic propagation.- Finite difference modelling of shear waves.- A stable higher-order elastic parabolic equation with application to Scholte wave propagation.- ELASTIC PE: a parabolic approximation for propagation modelling of shear wave effects in sediment layers.- Computation of shear waves by integral equations methods in stratified media.- Normal modes identification in shallow water using spectral analysis: theory and experiments.- Estimation of geoacoustic properties by inversion of acoustic field data (Invited).- A fast simulated annealing algorithm for the inversion of marine sediment seismo-acoustic parameters.- Determination of the sediment shear speed profiles from phase and group velocity dispersion data of SH wave.- Measurement of the elastic properties of the ocean bottom by inversion of reflection amplitude data.- Surface wave inversion for shear wave velocity (Invited).- Determination of shear velocity profiles by inversion of interface wave data.- Using synthetic seismograms to determine shear wave velocities in sediments from ocean bottom seismometer refraction observations.- Analytical investigation of seismic surface waves in the seafloor.- List of Participants.- Author Index.

Road traffic noise is a special kind of high amplitude noise in seismic or acoustic data acquisition around a road network. It is a mixture of several surface waves with different dispersion and harmonic waves. Road traffic noise is mainly generated by passing vehicles on a road. The geophones near the road will record the noise while receiving the seismic signal. The amplitude of the traffic noise is much larger than the signal, which masks the effective information and degrades the quality of acquired data. At the same time, the traffic noise is coupled with the effective signal, which makes it difficult to separate them. Therefore, attenuating traffic noise is the key to improving the quality of the final processing results. In recent years, denoising methods based on convolution neural networks (CNN) have shown good performance in noise attenuation. These denoising methods can learn the potential characteristics of acquired data, thus establishing the mapping relationship between the original data and the effective signal or noise. Here, we introduce a method combining UNet networks with asymmetric convolution blocks (ACBs) for traffic noise attenuation, and the network is called the ACB-UNet. The ACB-UNet is a supervised deep learning method, which can obtain the distribution characteristics of noise and effective signal through learning the training data and then effectively separate the two to achieve noise removal. To validate the performance of the proposed method, we apply it to synthetic and real data. The data tests show that the ACB-UNet can obtain good results for high amplitude noise attenuation and is practical and efficient.

A special periodic strut is developed to reduce the helicopter cabin noise in this paper. The strut exhibits unique dynamic characteristics which can isolate the gearbox vibrations from transferring to the fuselage and radiating noise. Modeling, simulation, and experimental research are carried out to explore its characteristics and performance. A theoretical model of the strut is firstly established, with particular emphasis on correlating the passband and stop band behaviors with the damping and a series of boundary conditions. Then, through simulations, it is shown that both the damping and boundary conditions have significant influences on the stop band, including the beginning and end frequencies and attenuation effects. Based on these analytical simulations, experimental analyses are conducted with the newly developed strut. Inspiring performances are validated under different conditions. Considering that the helicopter vibration in practical applications is much more complex, further experimental investigations are carried out on a helicopter model, which generates prominent gear mesh tones similar to a real helicopter. The experimental results show that the compounded periodic strut can significantly attenuate the vibrations transmitted to the fuselage. Compared with the plain strut, attenuations in excess of 40 dB are measured in the frequency range from 300 to 2000 Hz.

1. Sound transmission was measured in open fields, mixed decidous forest with and without leaves and coniferous forest in Dutchess County, New York. Attenuation of white noise and pure tones was measured between one microphone close to a loudspeaker and another microphone 100 m away, at the same height. Graphs of excess attenuation (E.A. in dB/100 m) against frequency were obtained at 0.15, 1, 2, 5, and 10 m above the ground. An analysis of variance was conducted to estimate effects of height, frequency and habitat. 2. Height and frequency affect sound transmission more than habitat. With a sound source close to the ground (15 cm and 1 m) all frequencies were more attenuated than at greater heights. The patterns of E.A. as a function of sound frequency were basically similar in all habitats. At all source heights the lower the frequency the better the sound carried, with the exception that close to the ground, sounds below 2 kHz were excessively attenuated. Comparing open field and forest, trees improved transmission of frequencies below 3 kHz, especially close to the ground. 3. Some general trends can be predicted for maximization of transmission distances of animal sounds in these habitats. For an animal vocalizing higher than 1 m above the ground, the lower the frequency the further the sound travels. Close to the ground, low frequencies are again preferred for maximization of transmission distances, but the frequencies must be pitched above a range of attenuated, low-pitched sounds, the limits of which vary to some extent with habitat, creating the ‘sound window’ of Morton. This ‘window’ of least-attenuated frequencies, only occurring close to the ground, tends to be pitched somewhat lower in forest than in open habitats. However, for an animal producing sounds in the habitats tested, perch height and sound frequency are more important than the habitat in determining how far the sound will carry.

Long-term exposure to traffic noise has been suggested to increase the risk of cardiovascular diseases (CVD). However, few studies have been performed in the general population and on railway noise. This study aimed to investigate the cardiovascular effects of living near noisy roads and railways. This cross-sectional study comprised 25,851 men and women, aged 18-80 years, who had resided in Sweden for at least 5 years. All subjects participated in a National Environmental Health Survey, performed in 2007, in which they reported on health, annoyance reactions and environmental factors. Questionnaire data on self-reported doctor's diagnosis of hypertension and/or CVD were used as outcomes. Exposure was assessed as Traffic Load (millions of vehicle kilometres per year) within 500 m around each participant's residential address. For a sub-population (n = 2498), we also assessed road traffic and railway noise in L(den) at the dwelling facade. Multiple logistic regression models were used to assess Prevalence Odds Ratios (POR) and 95% Confidence Intervals (CI). No statistically significant associations were found between Traffic Load and self-reported hypertension or CVD. In the sub-population, there was no association between road traffic noise and the outcomes; however, an increased risk of CVD was suggested among subjects exposed to railway noise ≥50 dB(A); POR 1.55 (95% CI 1.00-2.40). Neither Traffic Load nor road traffic noise was, in this study, associated with self-reported cardiovascular outcomes. However, there was a borderline-significant association between railway noise and CVD. The lack of association for road traffic may be due to methodological limitations.

Active noise control (ANC) effectively reduces tonal noise in industrial ducts, particularly at low frequencies, which is crucial for maintaining a safe and compliant working environment. However, traditional algorithms, such as filtered-x least mean squares (FXLMS), struggle to handle well-known operational constraints, including actuator saturations. Conversely, model predictive control (MPC) effectively manages these constraints but encounters computational challenges, particularly in fast dynamic systems like ANC. This study presents an innovative MPC framework that explicitly addresses operational constraints while ensuring effective noise attenuation. Unlike conventional MPC applications, which treat primary noise as a disturbance in ANC, our framework utilizes primary path modeling to estimate future reference values, thereby enhancing control performance in this fast dynamic system. The methodology is validated through numerical experiments, utilizing identified primary and secondary path models in an active noise control test setup. Results demonstrate the proposed MPC framework’s practical feasibility and significant performance advantages over traditional FXLMS methods, including improved noise attenuation and robust handling of operational constraints.

Transportation noise and incidence of hypertension.

The aim of this work is to compare the accuracy of numerical previsions of sound propagation in a quany obtained with different algorithms with particular attention to the diffracted waves over barriers. Comparison is between the IS0 96 13 Standard Attenuation of sound during propagation outdoors, a new simplified algorithm based on the Huyghens principle, a pyramid beam tracing method. The IS0 96 13 (parts 2) Standard proposes a method taking into account the meteorological conditions (K,,,,,). It also takes into account the effects caused by the propagation over soil with varying properties, shielding both from thin and thick obstacles as well as the effects of vegetation layers and excess attenuation. The new algorithm simplifies IS0 codes proposing an easy method, specific for a quarry. Pyramid beam tracing, implemented in Ramsete, a sound propagation software, suited to simulate sound fields in large rooms and also outdoors. Experimental and simulated data have been used to built graphic plots, enabling a direct comparison of the results.

ObjectivesTransportation noise has been associated with markers of obesity. We aimed to investigate whether road traffic and railway noise were associated with weight gain during and after pregnancy.MethodsAmong the women...

Introduction: Traffic noise is commonly associated with annoyance as well as sleep disturbances and increasing evidence also suggests harmful effects on the cardiovascular system. However, national quantifications of the health burden related to traffic noise are still rare. This study aims to assess the burden of disease from road traffic and railway noise for the complete transportation net in Sweden in terms of Disability Adjusted Life-Years (DALY). Methods: The number of DALYs was assessed for annoyance, sleep disturbance and cardiovascular disease, including hypertension, myocardial infarction (MI) and stroke, using a method previously implemented by the World Health Organization (WHO). Information on population exposure to road traffic and railway noise was obtained from the Swedish Environmental Protection Agency and the Swedish Road Administration. Data on age and sex-specific disease occurrence was gathered from registers held by the Swedish Board of Health and Welfare and Statistics Sweden. Disability weights and duration were based on WHO definitions. Finally, we used research-based exposure-response functions or relative risks to estimate disease attributable to noise in each exposure category. Results: Preliminary findings show that the number of DALYs attributed to road traffic and railway noise in Sweden is approximately 36.600 and 4.000, respectively. The most important contributor to the disease burden was sleep disturbances, which accounted for a total of 22.000 DALYs, followed by annoyance, accounting for 12.100 DALYs, and cardiovascular diseases, accounting for 6.500 DALYs (stroke 2.800, MI 2.100 and hypertension 1.600 DALYs). Conclusions: Road traffic and railway noise contribute significantly to the burden of disease in Sweden each year, in particular with regard to sleep disturbance. The total number of DALYs should, however, be interpreted with caution since the underlying data has several limitations.

PreviousNext No AccessSEG Technical Program Expanded Abstracts 2010Noise attenuation methods for point‐receiver land seismic dataAuthors: Ying JiEd KraghClaudio BagainiYing JiSchlumberger Cambridge ResearchSearch for more papers by this author, Ed KraghSchlumberger Cambridge ResearchSearch for more papers by this author, and Claudio BagainiSchlumberger Cambridge ResearchSearch for more papers by this authorhttps://doi.org/10.1190/1.3513586 SectionsAboutPDF/ePub ToolsAdd to favoritesDownload CitationsTrack CitationsPermissions ShareFacebookTwitterLinked InRedditEmail Abstract Data quality from onshore seismic acquisition can be challenging because of near‐surface complexity combined with the high amplitude of source‐generated noise. The very large channel count of modern acquisition systems enables sampling the source‐generated noise. In this paper, we focus on one of the very first processing steps, attenuating the source‐generated noise by digitizing the signal recorded by every individual sensor: point‐receiver data. We outline the principles of three algorithms for noise attenuation in point‐receiver data and we apply them to two onshore datasets acquired in very different conditions: permafrost and desert. The data examples clearly demonstrate the effectiveness of the coherent noise attenuation combined with excellent signal preservation.Permalink: https://doi.org/10.1190/1.3513586FiguresReferencesRelatedDetailsCited ByNonlinear beamforming for enhancement of 3D prestack land seismic dataAndrey Bakulin, Ilya Silvestrov, Maxim Dmitriev, Dmitry Neklyudov, Maxim Protasov, Kirill Gadylshin, and Victor Dolgov31 March 2020 | GEOPHYSICS, Vol. 85, No. 3 SEG Technical Program Expanded Abstracts 2010ISSN (print):1052-3812 ISSN (online):1949-4645Copyright: 2010 Pages: 4453 publication data© 2010 Copyright © 2010 Society of Exploration GeophysicistsPublisher:Society of Exploration Geophysicists HistoryPublished: 21 Oct 2010 CITATION INFORMATION Ying Ji, Ed Kragh, and Claudio Bagaini, (2010), "Noise attenuation methods for point‐receiver land seismic data," SEG Technical Program Expanded Abstracts : 3545-3549. https://doi.org/10.1190/1.3513586 Plain-Language Summary PDF DownloadLoading ...

The aim of the present study is to establish exposure-response relationships reflecting the percentage highly annoyed (%HA) as functions of road traffic, railway, and aircraft noise exposure, measured as day-evening-night level (Lden), as well as to elucidate the degree to which the acoustic indicator Intermittency Ratio (IR), which reflects the “eventfulness” of a noise situation, predicts noise annoyance. We conducted a mixed-mode representative population survey in a stratified random sample of 5592 residents exposed to transportation noise all over Switzerland. Source-specific noise exposure was calculated for each floor and each façade based on comprehensive traffic data. Noise annoyance was measured using the ICBEN 11-point scale. The survey was carried out in 4 waves at different times of the year. We hypothesized that in addition to Lden, the effects of noise on annoyance can be better explained when also considering the intensity of short-term variations of noise level over time. We therefore incorporated the acoustic indicator IR in the statistical models. For all noise sources, results revealed significant associations between Lden and %HA after controlling for confounders and independent predictors such as IR (measured over 24 h), exposure to other transportation noise sources, sex and age, language, home ownership, education level, living duration, temperature, and access to a quiet side of the dwelling. Aircraft noise annoyance scored markedly higher than annoyance to railway and road traffic noise at the same Lden level. Railway noise elicited higher percentages of highly annoyed persons than road traffic noise. Results furthermore suggest that for road traffic noise, IR has an additional effect on %HA and can explain shifts of the exposure-response curve of up to about 6 dB between low IR and high IR exposure situations, possibly due to the effect of different durations of noise-free intervals between events. For railway and aircraft noise annoyance, the predictive value of IR was limited.

Background Due to urbanisation, the number of residents exposed to high traffic noise levels is increasing. Traffic noise has been associated with an increased risk of ischaemic heart disease and several cardio-metabolic outcomes, with stress and sleep disturbance as potential effect pathways. It is, thus, plausible that traffic noise may have adverse effects on pregnancy outcomes, but the evidence is scarce and inconclusive. The present study aimed to address this gap by investigating whether residential exposure to road and rail traffic noise is associated with maternal pregnancy complications. Methods The study population included all singleton pregnancies from five Nordic metropolitan areas: Copenhagen, Denmark (years 2005-2016); Helsinki, Finland (2004-2014); Oslo, Norway (2005-2014); and Gothenburg and Stockholm, Sweden (2007-2012), total n = 540 439. Data were retrieved from national registers. Road and rail traffic noise levels were modelled at residential addresses. We ran logistic regression analyses separately in each country and combined the results in random-effect meta-analyses. Covariates included individual (age, parity, birth year, marital status, education), area-level (% low-income households in neighbourhood) and address-level (green and blue space, aircraft noise, air pollution) factors. Results In the meta-analyses, a 10 dB higher exposure to road traffic noise during pregnancy was associated with higher odds of gestational diabetes (OR 1.08; 95% CI 1.04-1.12) but not with gestational hypertension (0.95; 0.78-1.16) or mild (0.99; 0.91-1.07) or severe pre-eclampsia (1.00, 0.90-1.11). Rail traffic noise was associated with pregnancy complications in some countries but not in the meta-analyses. Conclusions Exposure to road traffic noise seems to be associated with higher risk of gestational diabetes in Nordic metropolitan areas. For maternal health, road traffic noise abatement is, thus, increasingly important in urban areas. Key messages • Residential road traffic noise was consistently associated with increased odds of gestational diabetes, but not gestational hypertension or pre-eclampsia, in urban Nordic areas. • Road traffic noise, an urban environmental stressor, seems adversely associated with gestational diabetes, which is known to increase the risk of severe pregnancy complications.

Fault seismic attribute volumes (such as volumetric coherence and curvature) represent an efficient and objective way to visualize and identify faults in seismic cubes. Fault geometric attributes such as length, height, and fault segmentation can be extracted from such fault seismic attribute volumes. We evaluate the strengths and pitfalls of using coherence volumes for characterization of fault geometry. The results are obtained using a database from the Barents Sea, which contains 35 3D seismic cubes, together with conceptual synthetic seismic models. A high signal-to-noise ratio is a requirement for the extraction of accurate fault geometric data. Noise attenuation methods improve fault visualization, but our results indicate that the effect of noise attenuation on the extracted fault geometric attributes is only clear in areas of low signal-to-noise ratios. The choice of coherence algorithm is important when extracting fault length data. Semblance-based coherence performs better than gradient structure tensor-based coherence in low-displacement areas near the fault tips, and it produces more accurate fault length data. Faults can appear segmented in coherence volumes if relatively similar reflectors are juxtaposed across a fault. In such areas, it is important that the interpreter does not overlook the fault. The size of the analysis window used in coherence calculations controls the resolution and continuity of the imaged faults. Our results support an optimal temporal window size of one to two times the dominant period of the seismic data (typically 7–17 samples in conventional 4 ms sampled 3D seismic data). Larger temporal window sizes can result in an overestimation of fault height, especially for small faults. A large spatial window can smear out segmentation along the fault and make the fault traces wider. Even though a large spatial window can have some positive effects, we recommend using a relatively small spatial window (five traces) when extracting subtle fault geometric attributes.

A technique has been developed for predicting road traffic noise for environmental assessment, taking into account traffic volume as well as road surface conditions. The ASJ model (ASJ Prediction Model for Road Traffic Noise, 1999), which is based on the sound power level of the noise emitted by the interaction between the road surface and tires, employs regression models for two road surface types: dense-graded asphalt (DGA) and permeable asphalt (PA). However, these models are not applicable to other types of road surfaces. Accordingly, this paper introduces a parameter estimation procedure for ASJ-based noise prediction models, utilizing a harmony search (HS) algorithm. Traffic noise measurement data for four different vehicle types were used in the algorithm to determine the regression parameters for several road surface types. The parameters of the traffic noise prediction models were evaluated using another measurement set, and good agreement was observed between the predicted and measured sound power levels.